Tuesday, February 12, 2013

Northwest Companies Explore Emissions Control Systems that Could Replace Liquid Urea Solution

Researchers are developing emissions control systems that could someday replace the selective catalytic reduction setups now found on diesel-powered medium duty trucks.  Their work has been driven in part by concerns that diesel exhaust fluid presents problems that alternative technologies could overcome.

The Ford Super Duty offers a 6.7L Power Stroke V8 Turbo Diesel offers 300 horsepower @ 2800 rpm and 660 lb.-ft. of torque @ 1600 rpm while being the cleanest Power Stroke diesel ever.  The Ford-engineered, Ford-tested and Ford-built engine is also bio-diesel capability up to B20.  Because bio-diesel is not regulated Service & Maintenance experts suggest being diligent with your maintenance schedule if you do decide to use B20 fuel.  The engine is designed to handle a mixture of up to 20% bio-diesel by volume and 80% petroleum diesel fuel without any performance change.  The compacted graphite iron (CGI) deep-skirt engine block and aluminum cylinder heads help reduce weight while maintaining maximum strength for the horsepower and torque capacity of the Power Stroke V8 Diesel Engine.  This is the kind of technology that Gresham Ford Fleet is so proud to offer.  This is the first North American use of CGI in a Super Duty-class vehicle.  CGI is stronger than traditional cast iron and provides the dependability you only get from Ford work trucks.  The aluminum cylinder heads help to reduce weight and increase your fuel economy.

The Ford diesel work truck also offers dual water jackets for enhanced cooling and increased strength.  While the six-head bolt design helps improve sealing and maintain cylinder integrity to keep you on the road where you belong.  The unique inboard exhaust design is an automotive industry first for a modern production diesel engine and Ford will continue to be on the leading edge of alternative fuels and new technologies.  The new technology helps to reduce exhaust system volume and heat transfer to the engine compartment and helps improve throttle response.  Ford has also worked hard to improve NVH (noise, vibration and harshness) characteristics so when you are in your work truck you can hear.

The Ford work truck has a single-stage turbocharger that is a compact and efficient variable-geometry design helps deliver maximum power quickly, so there is never turbo lag.  The turbo charger provides up to 30 psi of boost that you can feel immediately.  It also features a center-mounted pedestal design at the rear of the engine to help improve NVH characteristics and access for service.  The high-pressure common-rail fuel injection utilizes piezo injector technology to deliver fuel at 30,000 psi and delivers up to 5 fuel injections per combustion cycle for excellent throttle response, fuel efficiency and NVH characteristics.

The 6.7L Powerstroke Diesel Ford Work Truck delivers quiet operation throughout the entire rpm range (similar to gasoline engine noise levels) and helps the Power Stroke V8 meet the latest diesel emissions standards with the urea liquid solution.  The work truck had instant-start glow plugs help provide quick engine starts, even in extremely cold conditions.  The structural oil pan bolts to the engine block and transmission to help improve powertrain stiffness while the Organic Acid Technology (OAT) engine coolant

and Intelligent Oil-Life Monitorwork together to ensure that you are reminded to maintain your work truck to ensure a long life.

So what is a Turbocharger?
A turbocharger (or turbo for short) uses the engine‘s exhaust gases to spin a turbine, which in turn drives a compressor to force more air into the engine. Increasing the airflow allows more power to be generated. A turbo consumes very little power under light loads or easy engine use and allows smaller engines to generate the power of a larger displacement. When extra power is needed, the turbo spins into action.

What is Turbo Lag?
This is the time it takes for the turbocharger to spin after the driver steps on the accelerator. This delay can be caused by the turbo having to wait for the exhaust gas to spin the turbine and drive the compressor. Another factor in lag is the size of the turbo. Bigger turbos make more power but take longer to respond. In the past, the typical solution was to use two smaller turbos for faster response. However, this approach added the cost and complexity of two turbos and generated twice the heat.

The Innovative Power Stroke Approach
The 6.7L Power Stroke includes a single-stage turbocharger design. The turbocharger incorporates a variable-geometry design to help deliver maximum power.

The Power Stroke Benefit
The turbocharger is mounted between the cylinder head exhaust manifolds. The reduced distance between the exhaust ports and the turbocharger minimizes turbo lag.